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      02-12-2017, 02:58 AM   #45
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What car are you looking to purchase?
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      02-12-2017, 03:53 AM   #46
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What car are you looking to purchase?
I have a few I'm looking at haha. 997.1 Turbo, 997.2 C4, and 981 Cayman S are at the top of the list.
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      02-13-2017, 05:55 AM   #47
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      07-30-2019, 10:33 AM   #48
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Update: I'm going forward with the build, and the car is in the shop getting the built engine installed. I managed to snag one of the last ESS TS2 kits produced, which I am either going to run it as a TS3 (smaller pulley) or TS2 with compound boost. I'm going to tune it on MS45.x and am undecided if I will upgrade MS45.0 to MS45.1 for wideband support.
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      07-30-2019, 10:53 AM   #49
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Awesome man!!! Mooar pics!!!
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      07-30-2019, 10:57 AM   #50
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Awesome news Josh.

And if anyone can tune the ECU's in our non M's it is you.
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      07-31-2019, 02:00 PM   #51
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Cant wait!
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      10-24-2019, 01:46 PM   #52
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The car is in its final stages of being buttoned up. It has CP pistons (8.5 CR), Eagle H-beam rods, SLG 4-bolt oil pump and chain tensioner, Raceware head studs, Timeserted block, Schrick 248/256 cams, Supertech +1 mm oversized valves, Supertech titanium double valve springs and retainers, and the head has been ported. Radiator has been upgraded to CSF.

I've already got a GAS DISA, Porsche 997 turbo injectors, 997 spark plugs (2 heat ranges colder), AFD flex fuel kit, AEM WMI, full Supersprint exhaust with Aeroturbine AR-20's, 3.33" pulley, custom OTR intake, JB Racing SMF, Clutchmasters sprung-hub clutch, and the Vortech V3 SCi unit has been rebuilt with upgraded seals.

The stock engine surprised me in terms of its robustness and durability. At 145k miles, it still ran strongly, despite some questionable tuning prior to me remapping it myself. With good tuning, WMI, and E85, 10+ psi with a free-flow exhaust is safe; more is possible if head studs and an intercooler are installed.
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      10-25-2019, 06:13 AM   #53
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This engine sounds bulletproof Josh. Can't wait to see its power level.
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      10-25-2019, 08:31 AM   #54
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I'd be cautious with the titanium valve springs and retainers. They require more maintenance in exchange for lightweight... but you probably already knew that.
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      10-26-2019, 03:23 PM   #55
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I'd be cautious with the titanium valve springs and retainers. They require more maintenance in exchange for lightweight... but you probably already knew that.
I haven't seen enough data to convince me that the shorter life of titanium valve springs isn't primarily related to usage. Engines with titanium valve springs are usually run a whole lot harder than stock engines. Some even think the lighter weight improves the reliability of other components and reduces wear. I'm all ears if you've had other experiences... always willing to learn!
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      10-26-2019, 03:39 PM   #56
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Quote:
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Quote:
Originally Posted by Residentj3553 View Post
I'd be cautious with the titanium valve springs and retainers. They require more maintenance in exchange for lightweight... but you probably already knew that.
I haven't seen enough data to convince me that the shorter life of titanium valve springs isn't primarily related to usage. Engines with titanium valve springs are usually run a whole lot harder than stock engines. Some even think the lighter weight improves the reliability of other components and reduces wear. I'm all ears if you've had other experiences... always willing to learn!
I'm sure driving it harder plays a big part in wear. Same as brand, processing and plenty of other variables. Some people have gone tens of thousands of miles with no problem and vice versa.
Just a word of caution that titanium is incredibly strong for its weight but not as durable as some may think. Just depends on its use..
But like I said, it looks like you've done your research already! Can't wait to see this engine running!
How high are you planning on raising the rpm?
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      10-26-2019, 07:55 PM   #57
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Most of my info came from the LS side of things, where titanium valve springs were combined with aggressive cams - high rpm, high lift, steep ramp angles, and so on.

I'm starting with 7k rpm and may move to 7200 rpm. I don't plan to go beyond 7200 rpm due to harmonics and premature wear issues. I've seen some M54's rev to 8k rpm, and engine life was short with a lot of bore scoring.
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      10-29-2019, 04:03 PM   #58
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Quote:
Originally Posted by pokeybritches View Post
Most of my info came from the LS side of things, where titanium valve springs were combined with aggressive cams - high rpm, high lift, steep ramp angles, and so on.

I'm starting with 7k rpm and may move to 7200 rpm. I don't plan to go beyond 7200 rpm due to harmonics and premature wear issues. I've seen some M54's rev to 8k rpm, and engine life was short with a lot of bore scoring.
You wouldn't really need much higher rpms with the boost you'll be pushing! Keep us updated!
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      12-29-2019, 07:25 PM   #59
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      12-29-2019, 07:38 PM   #60
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Have you already made the decision whether you keep the ms45.0 or swap for the ms45.1 with wideband support?
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      12-30-2019, 08:31 AM   #61
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Have you already made the decision whether you keep the ms45.0 or swap for the ms45.1 with wideband support?
Keeping MS45.0 for now.

The new engine is in the car and running well with the exception of a cam timing fault. My shop has retimed the engine a handful of times, and I'm considering whether there may be some tolerance error with the new cams. The next step is to data log commanded versus actual cam position. The challenge is that I'm across the country, and the car needs to get through OBD emissions before I ship it over.

In the meantime I've been working on MSS70 and MSV70.
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